Aircraft interior configuration

ABSTRACT

An aircraft interior configuration includes a first passageway extending along a longitudinal axis of a fuselage of the aircraft and a second passageway extending along the longitudinal axis. A transitional region is disposed between the first passageway and the second passageway. The transitional region extends perpendicularly to the longitudinal axis, between starboard and port sides of the aircraft. The transitional region is configurable from at least a first configuration to at least a second configuration.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This is a first-filed patent application and does not rely on any otherpatent application for priority.

FIELD OF THE INVENTION

The present invention concerns configurations for the interiorarchitecture of an aircraft, specifically, the layout of variouselements within an aircraft.

DESCRIPTION OF RELATED ART

As should be apparent to those skilled in the art, the interiorconfigurations for most aircraft are designed around a basic plan thatmaximizes the seating capacity of an aircraft

In one known, typical configuration, the aircraft presents an interiorwhere there is a central passageway with seating areas on either side ofthe passageway. The seats typically are configured such that they facethe front of the aircraft and are positioned in a side-by-sidearrangement, facing toward the front or fore section of the aircraftfuselage. This arrangement also may be referred to as straightpassageway or straight aisle configuration.

In larger aircraft, such as commercial aircraft, there may be room for asecond passageway. In these larger, commercial aircraft, manufacturerstypically will follow the traditional approach. Specifically, the seatswill face the front of the aircraft and will be disposed in aside-by-side arrangement.

In recent years, manufacturers have expressed a desire to depart fromthis traditional approach.

In one example, in U.S. Pat. No. 7,108,226 (hereinafter “the '226Patent”), which is assigned to the Boeing Company, an interior seatingarchitecture for an aircraft is proposed where groups of seats arearranged in a booth-style configuration. With reference to FIG. 2 in the'226 Patent, for example, pairs of seats 22, 24 are positioned in foreand aft positions, meaning that they face either the front or the rearof the aircraft. The pairs of seats 22, 24, therefore, permitface-to-face interaction by the occupants. A credenza or cabinet 30 anda table 40 also may be provided in this configuration.

It is noted that, even with the configuration presented in the '226Patent, the seating arrangement remains dependent upon the traditionalpassageway layout for an aircraft. Specifically, the seating arrangementis incorporated in the aircraft such that the booth remains disposedadjacent to an passageway.

In smaller aircraft employed for private use, whether personal orcorporate, for example, there is less of a concern for maximized seatingcapacity. However, the smaller sizes of the aircraft present a challengeto interior designers because there is a smaller headroom capacity andreduced cabin width, which limits the configurations that may bereasonably employed.

SUMMARY OF THE INVENTION

The present invention addresses one or more of the issues identifiedabove.

The present invention presents several interior configurations that areintended to provide enhanced functionality with respect to the interiorlayout of an aircraft.

The present invention departs, at least in part, from the traditional,straight aisle-based approach to the seating arrangement within anaircraft.

The present invention provides for an interior configuration for anaircraft with a first passageway extending along a longitudinal axis ofa fuselage of the aircraft, a second passageway extending along thelongitudinal axis, and a transitional region disposed between the firstpassageway and the second passageway. The transitional region extendsperpendicularly to the longitudinal axis, between first and second sidesof the fuselage, the first and second sides being disposed on oppositesides of the longitudinal axis. The transitional region is configurablefrom at least a first configuration to at least a second configuration.

In one contemplated embodiment of the interior configuration, the firstpassageway and the second passageway are offset from one another in alateral direction, perpendicular to the longitudinal axis. In addition,the transitional region defines at least a third passageway, disposed atan angle to the longitudinal axis, connecting the first passageway tothe second passageway.

In another contemplated embodiment, the transitional region includes atleast one stowage area disposed adjacent to at least one of the firstand second sides of the fuselage. A stowable table is disposed withinthe at least one stowage area. The stowable table may be deployed toextend perpendicularly to the longitudinal axis into the transitionalspace to establish a conference table.

In yet another contemplated embodiment, the transitional region includesa first stowage area disposed adjacent to the first side of thefuselage, a second stowage area disposed adjacent to the second side ofthe fuselage, a first table stowable in the first stowage area, and asecond table stowable in the second stowage area. Deployment of thefirst table establishes a first conference table in the transitionalspace. Deployment of the second table establishes a second conferencetable in the transitional space.

One embodiment of the present invention contemplates that the firsttable and the second table present angled ends that extend along thethird passageway.

Another embodiment of the present invention contemplates that thetransitional region includes a first stowage area disposed adjacent tothe first side of the fuselage, a second stowage area disposed adjacentto the second side of the fuselage, a first table stowable in the firststowable area, and a second table stowable in the second stowable area.Deployment of the first table establishes a first conference table inthe transitional space. Deployment of the second table establishes asecond conference table in the transitional space. In addition, thefirst table and the second tables meet to form a continuous conferencetable extending from the first side to the second side of the fuselage,thereby obstructing the third passageway.

It is also contemplated that the transitional region includes a firstgroup of three seats disposed perpendicularly to the longitudinal axisat a fore side of the transitional space, and a second group of threeseats disposed perpendicularly to the longitudinal axis at an aft sideof the transitional space. The first group of seats and the second groupof seats face one another.

Yet another embodiment of the present invention contemplates that two ofthe three seats in the first group of seats are disposed next to oneanother adjacent to the first side of the fuselage and are separated bythe first passageway from a third of the three seats. In thisembodiment, two of the three seats in the second group of seats aredisposed next to one another adjacent to the second side of the fuselageand are separated by the second passageway from a third of the threeseats.

The present invention also contemplates that at least a center seat ofthe first and second groups of seats comprises a seat frame permittingthe center seats to be shifted into the first and second passageways.

Moreover, the present invention presents embodiments where the two ofthe three seats in the first and second groups of seats are disposedtogether on a seat frame permitting at least a center seat of the threeseats to be shifted into the first and second passageways.

It is also contemplated that the transitional region may include a firstgroup of seats disposed perpendicularly to the longitudinal axis at afore side of the transitional space, and a second group of seatsdisposed perpendicularly to the longitudinal axis at an aft side of thetransitional space. If so, the first group of seats and the second groupof seats may face one another.

The present invention also provides for embodiments where the firstgroup of seats includes a first subset of A seats and a second subset ofB seats, with A being less than B, the second group of seats includes afirst subset of C seats and a second subset of D seats, with C beingless than D, the first subset of A seats are disposed adjacent to thefirst side of the fuselage and are separated by the first passagewayfrom the second subset of B seats, and the first subset of C seats aredisposed adjacent to the second side of the fuselage and are separatedby the second passageway from the second subset of D seats.

Concerning the previous embodiment, it is contemplated that at least oneseat adjacent to the first and second passageways includes a seat framepermitting the at least one seat to be shifted into the first and secondpassageways.

The present invention also provides for configurations where any of thesubsets of seats are disposed together on a seat frame permitting atleast one seat to be shifted into the first and second passageways.

In still one further embodiment, the present invention contemplates anaircraft interior with a bed positioned adjacent to one side of afuselage on a floor of a cabin within the aircraft, and a movable tablepositioned in relation to the bed so that the movable table may bepositioned over at least a portion of the bed.

With respect to this embodiment, it is contemplated that the movabletable may be slidably disposed within the aircraft cabin to extend overthe bed.

It is also contemplated that a ledge may be disposed between the bed andthe one side of the fuselage of the aircraft. The movable table may besupported, at a first end, by the ledge. If so, the movable table may besupported at a second end by the floor. The movable table may beL-shaped in at least one embodiment of the present invention.

It is also contemplated that the aircraft interior may present at leastone cabinet positioned adjacent to one side of the bed. If so, themovable table may slide to extend over the cabinet and, thereby, notextend over any portion of the bed.

Those skilled in the art will appreciate other aspects of the inventionbased on the discussion that follows and the drawings appended hereto.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will now be described in connection with the drawings, inwhich:

FIG. 1 is a cross-sectional illustration of a fuselage for an aircraft,the cross-section being taken along line I-I in FIG. 3;

FIG. 2 is a cross-sectional illustration of an alternative to theembodiment illustrated in FIG. 1, showing how the right-hand most seatsare not independent from one another, but instead are mounted on thesame frame;

FIG. 3 is a top plan view of a first embodiment of a configuration foran aircraft interior that is contemplated by the present invention;

FIG. 4 is a top plan view of a second embodiment of a configuration foran aircraft interior that is contemplated by the present invention;

FIG. 5 is a top plan view of a third embodiment of a configuration foran aircraft interior that is contemplated by the present invention,illustrating a first embodiment of a conference table contemplated bythe present invention;

FIG. 6 is a top view of a second embodiment of a conference tablecontemplated by the present invention;

FIG. 7 is a top view of a third embodiment of a conference tablecontemplated by the present invention;

FIG. 8 is a top view of a fourth embodiment of a conference tablecontemplated by the present invention;

FIG. 9 is a cross-sectional view of the fuselage of the aircraft of thepresent invention, showing a first configuration for the seats that aremovable in a lateral direction of the fuselage;

FIG. 10 is a cross-sectional view of the fuselage of the aircraft of thepresent invention, showing a second configuration for the seats that aremovable in a lateral direction of the fuselage;

FIG. 11 is a top plan view of a fourth embodiment of a configuration foran aircraft interior that is contemplated by the present invention;

FIG. 12 is top plan view of an aircraft interior where the secondcompartment incorporates a seating arrangement showing limits of priorart straight-aisle configurations;

FIG. 13 is a perspective view of the first and second compartmentsaccording to the present invention, which compartments are depicted inFIG. 11, with tables in a stowed condition;

FIG. 14 is a perspective illustration of the configuration shown inFIGS. 4 and 11, with tables shown in a deployed condition;

FIG. 15 is a perspective view of the seats in the transitional area,where the seats are arranged in the second configuration and theconference table is deployed, as shown in FIG. 5;

FIG. 16 is a perspective view of the seats in the transitional area,where the seats are arranged in the first configuration consistent withthe arrangement illustrated in FIG. 4 and where the tables are shown ina deployed condition;

FIG. 17 is a top plan view of a fifth embodiment of a configuration foran aircraft interior that is contemplated by the present invention;

FIG. 18 is a perspective illustration of the interior configurationillustrated in FIG. 17;

FIG. 19 is an alternative arrangement of the interior configurationillustrated in FIG. 17;

FIG. 20 is a top plan view that provides additional details concerningthe embodiment illustrated in FIG. 11; and

FIG. 21 is a top plan view of a further embodiment of the transitionalregion of the present invention.

DETAILED DESCRIPTION OF EMBODIMENT(S) OF THE INVENTION

The description of the invention set forth below focuses on one or moreembodiments of the invention. The embodiments are intended to beexemplary of the invention and not limiting of the scope of theinvention. As should be apparent to those skilled in the art, theembodiments described herein present aspects of the invention for whichthere are numerous variations and equivalents. Those variations andequivalents are intended to be encompassed by the present invention.

As a preliminary matter, it is noted that cross-reference is made hereinto one or more of the drawings. Reference to one or more other figuresin connection with the discussion of a particular feature is notintended to exclude reference to other figures. In other words, whilereference may be made to one or more illustrations, other drawings alsomay be relevant to the discussion.

FIG. 1 is a cross-sectional illustration of an aircraft fuselage 10,which is taken along line I-I in FIG. 3. FIG. 1 provides a cross-sectionof the fuselage 10 that is consistent with the first embodiment of thepresent invention. The cross-section also is applicable to otherembodiments, as discussed below.

While a circular cross-section has been selected for the fuselage 10depicted in FIG. 1, it is rioted that the cross-sectional shape of thefuselage 10 is not critical to operation any embodiment of the presentinvention. It is contemplated, for example, that the fuselage 10alternatively may present a square or oval configuration, among others.In other words, the fuselage 10 may take any shape without departingfrom the scope of the present invention. For ease of illustration, acircular cross-section for the fuselage 10 has been selected for thevarious embodiments of the invention that are depicted herein.

Additionally, it is noted that the size of the fuselage 10 is notcritical to the operation of the present invention. The fuselage 10 maybe proportionately larger or smaller depending upon type of aircraft. Inaddition, the seats 16, 18, 20 in the aircraft may be larger or smallerdepending upon the size and style of the aircraft. As should beapparent, therefore, the relative proportions of the various elements ofthe aircraft (with respect to one another) may be altered withoutdeparting from the scope of the present invention.

As illustrated in FIG. 1, the fuselage 10 includes an exterior shell orbody 12, typically constructed from aluminum or an alloy thereof. As maybe appreciated, an aircraft may be made from any suitable material,including carbon composites or the like. The material from which thefuselage 10 is made is not critical to the present invention.

As illustrated in FIG. 1, the fuselage 10 includes a floor 14 positionedwithin the body 12. Seats 16, 18, 20 for passengers are positioned onthe floor 14.

As should be known to those skilled in the art, the seats 16, 18, 20typically include legs 22 that are secured in tracks 24 that areincorporated into the floor 14. The tracks 24 permit the seats 16, 18,20 to be moved in a direction fore and aft of the fuselage 10. Forsafety reasons, the seats 16, 18, 20 typically cannot be moved fromtheir secure positions within the tracks 24 without proper tools andequipment. In other words, passengers usually are not able to move anyof the seats 16, 18, 20 within the tracks 24 under normal operatingconditions.

Concerning the tracks 24 and the seats 16, 18, 20, it is known to theart to construct seats 16, 18, 20 that may be moved a limited (orpredetermined) distance within the tracks 24, in either or both of thefore and aft directions. Seats 16, 28, 20 capable of being moved withinthe tracks 24 are referred to herein as adjustable seats. Adjustableseats typically are provided with a lever that permits the limited (orpredetermined) movement of the seats 16, 18, 20 in fore and aftdirections. Adjustable seats 16, 18, 20 may be made available forcorporate and private aircraft.

For purposes of the present invention, adjustable seats 16, 18, 20 (thatmay move in the fore and aft directions via operation of a lever orother operating mechanism) may be employed without departing from thescope of the present invention. Adjustment of the seats 16, 18, 20 maybe employed in lieu of or in addition to the adjustability parametersthat are discussed in greater detail below.

As illustrated, the seats 16, 18, 20 include seat cushions 26, backrests 28, and one or more arms 30, which may be stowable. These aspectsof the seats 16, 18, 20 are provided merely for context, as the exactconstruction of the individual seats 16, 18, 20 is not critical to thepresent invention. The seats 16, 18, 20 (and any of the other seatsdescribed herein) may take any other form, shape, design, orconstruction without departing from the scope of the present invention.

As illustrated in FIGS. 1, 2, 6, and 7, each of the seats 16, 28, 20 isprovided with two armrests 30. It is possible, however, that the seats18, 20 may share a common armrest 30 without departing from the scope ofthe present invention. Other configurations may be known to thoseskilled in the art and are intended to be encompassed by the presentinvention.

As also illustrated in FIG. 1, a passageway 32 is defined between theseats 16 and 18. The passageway 32 defines an aisle or walkway forpassengers to transit from one section of the aircraft to another, asdiscussed in greater detail below.

FIG. 2 presents a variation of the configuration depicted in FIG. 1. InFIG. 2, the seat 16 includes a seat base 27 that is affixed atop thelegs 22 associated with the seat 16. The seat base 27 supports the seat16 and may permit the seat 16 to be adjusted with respect thereto.Specifically the seat base 27 may permit the seat 16 to move in fore andaft directions, port and starboard directions, or rotationally.

The seats 18, 20 also are supported on a seat base 29. Here, the seats18, 20 share a common seat base 29 that is supported on two legs 22 (orpairs of legs). The seat base 29 also permits adjustment of the seats18, 20, thereto. Specifically, the seat base 29 may permits the seats18, 20 to be moved in fore and aft directions, port and starboarddirections, or rotationally. Further aspects of the seat bases 27, 29are discussed in greater detail below,

It is noted that the two configurations presented in FIGS. 1 and 2 areprovided to illustrate two different approaches that interior designersmay take when selecting a particular configuration for an aircraft.These approaches are not intended to be limiting of the presentinvention.

The approach depicted in FIG. 1 requires two tracks 24 more than theembodiment illustrated in FIG. 2. The additional tracks 24 provideadditional points of attachment for various components to the floor 14.Therefore, when a greater number of attachment points are needed, amongother reasons, the embodiment illustrated in FIG. 1 may be selected.

As should be apparent to those skilled in the art, however, it isusually preferred to have fewer components on an aircraft so that theoverall weight of the aircraft is reduced as much as possible.Accordingly, it is preferred in most instances to eliminate two of thetracks 24, as provided in FIG. 2. In this configuration, the seats 18,20 form a banquette that rests on two legs 22 (or pairs of legs) thatare attached to the floor 14. By this configuration, therefore, twotracks 24 may be eliminated and, as a result, the overall weight of theaircraft is reduced.

FIG. 3 is a top plan view of a first embodiment of a seatingconfiguration contemplated by the present invention. FIG. 3 illustratesa portion of the fuselage 10.

In FIG. 3, the front (or fore) section 34 of the fuselage 10 is to theleft of the drawing. As a result, the rear (or aft) section 36 of thefuselage 10 is on the right-hand side of the drawing. With thisorientation, the right (or starboard) side 38 of the aircraft is at thetop of the drawing. The left (or port) side 40 of the aircraft is at thebottom of the drawing. As should be apparent, the fore and aft (and,therefore, the port and starboard) directions may be reversed withoutdeparting from the scope of the present invention. It is alsocontemplated that the layout of the interior of the aircraft may bereversed, as a mirror image, taken through the centerline of thefuselage 10 without departing from the scope of the present invention.

In FIG. 3, the interior of the fuselage 10 is divided into threecompartments, a first compartment 42, a second compartment 44, and athird compartment 46. For reference, each of the compartments 42, 44, 46includes a plurality of windows 48, which is typical in aircraftconstruction. The windows may be selected from any type, size,construction, or design, and in any number as may be appropriate for theaircraft without departing from the scope of the present invention.

As noted above, it is contemplated that the seating configuration in anyof the compartments 42, 44, 46 may be reversed about the centerline ofthe fuselage 10. In other words, taking the seating arrangement in thesecond compartment 44 as an example of this variation, it iscontemplated that the seat 16 could be positioned against the port side40 of the fuselage 10 and the seats 18, 20 could be positioned againstthe starboard side 38 of the fuselage 10. To maintain the relativepositions of the seats 16, 28, 20, 60, 62, 64 with respect to oneanother, the seat 60 would be positioned against the starboard side 38of the fuselage 10, while the seats 62, 64 would be moved against theport side 40.

Returning to FIG. 3, the first, second, and third compartments 42, 44,46 do not form a continuous space within the interior of the fuselage10. Instead, the first compartment 42 is separated from the secondcompartment 44 by a first bulkhead 50. The second compartment 44, inturn, is separated from the third compartment 46 by a second bulkhead52.

It is noted that the bulkheads 50, 52 are not required to practice thepresent invention, as discussed in greater detail with respect to FIGS.11 and 20, below. Accordingly, it is noted that the interiorconfiguration illustrated in FIG. 3 may be employed without theseparating bulkheads 50, 52.

The first compartment 42 defines a general seating area. In the firstcompartment 42, there is a couch 54 defining a three-part seating area.The first and second parts 56, 58 of the couch 54 are of equal depth, asmeasured from the exterior skin of the body 12. The third part 60 of thecouch 54 extends further toward the passageway 32 than do the first andsecond parts 56, 58, thereby establishing an L-shaped configuration forthe couch 54.

A cabinet 55 sits across the passageway 32 from the couch 54. En theillustrated embodiment, the cabinet 55 has a television 57 and adecorative object 59 placed thereon. As should be apparent, thetelevision 57 and the decorative object 59 are provided merely forcontext. Any other type of furniture and/or convenience items may beplaced in the first compartment 42 (or any of the other compartments)without departing from the scope of the present invention.

The second compartment 44 includes six seats. To the right (i.e., to theaft side) of the second compartment 44 are the seats 16, 18, 20. At thefore side 34 of the second compartment 44 are three additional seats 60,62, 64. As should be apparent from the illustration, the seats 16, 18,20, 60, 62, 64 are identical to one another except for their positionalrelationships within the second compartment 44. It is noted that each ofthe seats 16, 18, 20, 60, 62, 64 is provided with unique identifyingreference numerals to facilitate the discussion of the presentinvention.

The seats 16, 18, 20, 60, 62, 64 may be identical in their constructionand appearance or they may differ from one another. For example, it iscontemplated that the seats could differ from one another in size,shape, and/or design, as might be selected for a particular interior. Inother words, the seats 16, 18, 20, 60, 62, 64 do not need to have thesame appearance and/or construction to fall within the scope of thepresent invention.

As shown in FIG. 3, the seat 16 sits alone, against the starboard side38 of the fuselage 10. The seat 18 sits roughly in the middle of thesecond compartment 44, along a line laterally oriented with respect tothe seat 16 and the seat 20. The seat 18 is immediately adjacent to theseat 20. The passageway 32 separates the seat 16 from the seat 18, asalso shown in FIG. 1.

Since the seats 60, 62, 64 face the seats 16, 18, 20, they present areversed mirror image of the seats 16, 18, 20. As shown, therefore, theseat 60 sits alone against the port side 40 of the fuselage 10. The seat62 is roughly in the center of the second compartment 44, adjacent tothe seat 64, which abuts against the starboard side 38 of the fuselage10. The seat 60 is separated from the seat 62 by the passageway 32.

In FIG. 3, the passageway 32 is designated by an area surrounded bydotted lines. As should be apparent, the passageway 32 presents awalkway or aisle extending from the front 34 to the rear 36 of thefuselage 10. The passageway 32 facilitates transit of passengers fromthe fore section 34 to the aft section 36 of the fuselage 10. While thepassageway 32 is designated generally by the dotted lines for ease ofreference, it is noted that the size of the passageway is not limitedproportionately to the dotted lines provided. In other words, thepassageway 32 may be proportionately larger or smaller as required ordesired.

The second compartment 44 defines an open central area 66. Flanking theopen area 66, at the starboard side 38 and the port side 40 of thefuselage 10 are cabinets/stowage areas 68, 70. The cabinets 68, 70 eachstow retractable table tops 72, 74. The table tops 72, 74 areillustrated in FIG. 4 in an extended position. As it is apparent fromthe drawings, the table top 72 is associated with the cabinet 68 on thestarboard side 38 of the aircraft. In turn, the table top 74 isassociated with the cabinet 70 on the port side 40 of the fuselage 10.

In connection with the table tops 72, 74, it is noted that thesecomponents also may be considered as tables for purposes of the presentinvention. The term “table top” has been selected since the table tops72, 74 do not include downwardly extending legs in this embodiment. Theterm “table top,” however, is not intended to be limiting of the presentinvention, as should be apparent to those skilled in the art. Withreference to the remainder of the instant disclosure, the terms “tabletops” and “tables” are used interchangeably and are intended toencompass any table, portion or a table, or similar component, as shouldbe apparent to those skilled in the art.

As with other features and aspects of the fuselage 10, it is noted thatthe cabinets 68, 70 and the table tops 72, 74 may be altered in theirproportionate sizes with respect to other features and aspects of thepresent invention. In other words, the present invention is not limitedto the proportionate sizes depicted for the cabinets 68, 70 and thetable tops 72, 74 in FIGS. 3 and 4, among other figures.

The third compartment 46 of the aircraft is set up as a bedroom orprivate area within the aircraft. On the starboard side 38 of the thirdcompartment 46, there is a seat 76, a cabinet 78, and televisioncredenza 80. The seat 76 is like the seats 16, 18, 20, 60, 62, 64 in itsconstruction, at least for purposes of this embodiment. The cabinet 78is similar to the cabinets 68, 70 in that is stores a table top 82, asillustrated in FIG. 4. A television 84 is shown atop the televisioncredenza 80.

As should be apparent, the television credenza 80 may be replaced withany other type of cabinet without departing from the scope of thepresent invention. Moreover, the television 80 may be excluded from thethird compartment 46 without departing from the scope of the presentinvention. It is contemplated, for example, that the cabinet 80 might bereplaced by another seat, like the seat 76. As should be appreciated bythose skilled in the art, there are numerous variations that may beemployed in the third compartment 46. Each of those variations isintended to be encompassed by the present invention.

On the port side 40 of the fuselage 10, the third compartment 46includes a bed 86 with a movable table 88. The movable table top 88 isessentially an L-shaped component. At the end toward the passageway 32,the movable table top 88 rests on the floor 14. This end of the table 88may be secured within a track within the floor 14. Alternatively, thisend of the table 88 may be provide with one or more casters that permitthe table top 88 to slide in fore and aft directions within the fuselage10. At the other end, the movable table top 88 is secured to or rests ona ledge 90. So configured, the movable table top 88 may be moved in thedirections of the arrows 92, fore and aft of the fuselage 10.

It is noted that the L-shape of the table 88 is not required to practicethe present invention. The L-shape has been selected for the embodimentof the table 88 illustrated and discussed with respect to the presentinvention. As should be apparent to those skilled in the art, otherconfigurations for the table 88 may be employed without departing fromthe scope of the present invention.

It is also noted that one embodiment of the table 88 may includecasters. Of course, any other mechanism may be employed to permit thetable 88 to move relative to the bed 86. The discussion of casters,therefore, is not intended to be limiting of the present invention.

With respect to the table 88, it is contemplated that the table 88 willbe secured at least to the ledge 90 for ease of motion. This securement,however, is not intended to be limiting of the present invention butmerely provided as one contemplated mode for operation of the table 88.Other modes of operation may be employed without departing from thescope of the present invention, as should be apparent to those skilledin the art.

It is contemplated, for example, that the moveable table top 88, may besecured movably in the ledge 90 at one end and may be secured in a trackprovided in a frame of the bed 86. Still other variations may beemployed without departing from the scope of the present invention.

As illustrated in FIGS. 3 and 4, the movable table top 88 essentiallydivides the bed 86 into a first half 94 and a second half 96. Of course,since the movable table top 88 may be shifted fore or aft of theillustrated position, the movable table top 88 may be move so that theentirety of the bed 86 is not partitioned thereby, or is partitioned inany intermediary position.

It is noted that, while the bed 86 is contemplated to be a sleep area,the bed 86 also may be constructed to function as a suitable seatingarea. In other words, the designation of the bed 86 as a “bed” shouldnot be understood to limit the function thereof for purposes of thepresent invention.

As also illustrated in FIGS. 3 and 4, a first night stand 98 and asecond night stand 100 are positioned on either side of the bed 86. Atleast one of the night stands 98, 100 is sufficiently low in height thatthe movable table top 88 may be moved thereover so that the movabletable top 88 does not occlude any portion of the bed 86. As may beappreciated, both night stands 98, 100 may be of a sufficient height sothat the movable table top 88 may be moved into a position over eitherof the night stands 98, 100, as desired or required.

With respect to the night stands 98, 100, it is noted that thesecomponents may be considered or crafted as cabinets. The term “nightstand” has been selected merely because the cabinets 98,100 are ateither side of the bed 86. As should be appreciated by those skilled inthe art, the term “night stand” is not intended to be limiting of thepresent invention.

As may be appreciated from FIG. 3, the second compartment 44 presents atransitional area 102 in the central space 66. The transitional area 102is transitional in several respects. First, the transitional area orregion 102 presents a transition for the passageway 32 from a firstlongitudinal axis 33 to a second longitudinal axis 35 within thefuselage 10. Second, the transitional area 102 may be reconfigured inseveral different ways to accommodate different purposes.

For purposes of the present invention, the relative locations of thefirst and second longitudinal axes 33, 35 (which are designated in FIG.3) are intended to be relative only. Depending upon the size andconfiguration of the fuselage 10, the relative locations of thelongitudinal axes 33, 35 are contemplated to change. In other words, thelongitudinal axes 33, 35 may be altered in from their depicted positionswithin the fuselage 10 without departing from the scope of the presentinvention.

With respect to the passageway 32, the transitional area 102 permits thepassageway 32 to transition from a location near to the port side 40 ofthe fuselage 10 to a location near to the starboard side 38 of thefuselage 10. This transition is illustrated best in FIG. 3, where thedotted lines defining the passageway 32 are shown in a diagonal, therebyemphasizing the change in the lateral location of the passageway fromthe first compartment 42 to the rear compartment 46 of the fuselage 10.

With respect to the central area or space 66, this presents the secondtransitional aspect of the configuration for the second compartment 44.A comparison between FIGS. 3 and 4 is helpful to appreciate thetransitional nature of the central space 66.

FIG. 3 illustrates the central space 66 when the table tops 72, 74 arestowed in the cabinets 68, 70, respectively.

The term “cabinets” has been selected merely to designate the locationswhere the table tops 72, 74 are stowed. The cabinets 68, 70 may becompartments that conceal the table tops 72, 74 when in the stowedcondition. It is possible, however, that all or part of the table tops72, 74 may be visible when stowed. In the case where the table tops 72,74 are partially or wholly visible when in the stowed condition, theterm “cabinet” is intended to refer to the stowage location rather thana compartment into which the table tops 72, 74 are placed. In otherwords, the term “cabinet” should not be understood to require a completeconcealment of the table tops 72, 74. Since the cabinets 68, 70 mayrepresent areas where the table tops 72, 74 may be stowed but remainpartially or wholly visible, they are also referred to as stowage areas68, 70 for purposes of the present invention. With respect to othercabinets described in connection with the present invention, the samecaution applies, as should be apparent to those skilled in the art.

FIG. 4 shows the table tops 72, 74 in their unstowed positions. As such,the transitional area 102 may be transitioned from an open seating areato a seating area with two (or more) tables 72, 74. In the illustratedembodiment, each of the tables 72, 74 presents a work space for three ofthe occupants of the second compartment 44 that are immediately adjacentto the closest of the table tops 72, 74.

With respect to the table tops 72, 74, it is contemplated that thesetable tops 72, 74 will be at a conference table height (or meeting tableheight), rather than a coffee table height. In other words, it iscontemplated that the table tops 72, 74 will be sufficiently tall (asmeasured from the floor 14) so that they present a suitable surface forconducting a meeting. Alternatively, one or both of the table tops 72,74 could be at a lower height, which would be more akin to a coffeetable height. In still one further contemplated embodiment, the tabletops 72, 74 may be adjustable in height between a coffee table heightand a meeting table height, as desired by the passengers.

FIG. 5 presents a further embodiment of the present invention. Here, thetransitional space 102 may be transformed from an open, central area 66to a conference table 104.

In this embodiment, the conference table 104 is illustrated with sixconnected segments 106, 108, 110, 112, 114, 116. Three of the connectedsegments 106, 108, 110 are stowed in the cabinet 68. The remaining threesegments 112, 114, 116 are stowed in the cabinet 70. The segments 106,108, 110, 112, 114, 116 are engineered to meet at the center of thecentral area 66 to establish the conference table 104 that extendscontinuously from the starboard side 38 to the port side 40 of thefuselage 10.

It is noted that the conference table 104 need not be stowed in themanner described above. It is possible that all six segments 106, 108,110, 112, 114, 116 of the conference table 104 may be stored in one ofthe two cabinets 68, 70. Alternatively, the segments 106, 108, 110, 112,114, 116 may not be divided equally between the cabinets 68, 70. Forexample, two of the segments 106, 108 may be stowed in the cabinet 68while the remaining four segments 110, 112, 114, 116 are stowed in thecabinet 70. As should be apparent to those skilled in the art, stillfurther variations are possible without departing from the scope of thepresent invention.

In addition, it is noted that the conference table 104 need not beconstructed from six segments 106, 108, 110, 112, 114, 116. To thecontrary, a larger or a fewer number of segments may be employed withoutdeparting from the present invention.

While not illustrated in FIG. 5, it is contemplated that the conferencetable may include one or more vertical supports that extend from thebottom of the conference table 104 and rest against the floor 14. Thisis contemplated to be useful to provide additional support for theconference table 104, as should be appreciated by those skilled in theart. Other types and constructions for supports also may be employed forthe conference table 104 without departing from the present invention.

The embodiment illustrated in FIG. 5 differs from the embodimentillustrated in FIG. 4 in at least two respects. First, unlike theexample of two tables 72, 74, which is illustrated in FIG. 4, theconference table 104 blocks the passageway 32 completely. Second, theseats 18, 62 are movable in port/starboard directions consistent withthe arrows 117, 119. In other words, the center seats 18, 62 may beshifted from their initial positions, as illustrated in FIG. 4, to morecentral positions within the fuselage 10, as illustrated in FIG. 5. Thisshifting of the seats 18, 62 is a further feature of the transitionalarea 102.

As should be apparent from the drawings, the shifting of the seats 18,62 into the passageway 32 permits a more comfortable arrangement of theseats 16, 18, 20, 60, 62, 64 around the conference table 104. In otherwords, with the shifting of the seats 18, 62 into the positionsillustrated in FIG. 5, the conferees at the conference table are morecomfortably disposed around the conference table 104.

FIGS. 6-8 illustrate three embodiments of conference tables 208, 210,212 that are contemplated by the present invention. The conferencetables 208, 210, 212 may be substituted for the conference table 104described above. Alternatively, portions of the various embodiments maybe combined interchangeably, in fashions not illustrated, withoutdeparting from the scope of the present invention.

As illustrated in FIG. 6, the second embodiment of the conference table208 is intended to present a variation of the table tops 72, 74 that areillustrated in FIG. 4. In this embodiment, the table tops 72, 74 areconnected to one another via an insert or leaf 214.

As should be apparent from FIG. 6, to create the conference table 208,the table tops 72, 74 are first unfolded from their respective cabinets68, 70. Subsequently, the insert or leaf 214 is positioned between theends of the table tops 72, 74, thereby establishing a continuousconference table 208 that extends from one side of the fuselage 10 tothe other.

FIG. 7 illustrates a third embodiment of a conference table 210. In thisillustration, the conference table 210 includes three sections that aresupported by two pedestal legs 216, 218. Specifically, the pedestal leg216 supports a first trapezoidal table top 220. The pedestal leg 218supports a second trapezoidal table top 222. The first and secondtrapezoidal table tops 220, 222 are not intended to be stowed. Instead,the table tops 220, 222 are permanently deployed. As should be apparent,the table tops 220, 222 are intended to be placed in the central area 66of the second compartment 44, between the seats 16, 18, 20, 60, 62, 64.

So that the table tops 220, 222 do not interfere with a passenger'sability to access one of the seats 16, 18, 20, 60, 62, 64 adjacentthereto, the trapezoidal table tops 220, 222 are provided withcollapsible sections 224, 226, 228, 230.

As illustrated in FIG. 7, the trapezoidal table top 220 includes acentral section 232 that is supported on the pedestal leg 216. On oneside of the table top 220, a first collapsible section 224 is provided.On the opposite side of the table top 220, a second collapsible section226 is provided. Like table top 220, table top 222 includes a centralsection 234 that is affixed atop the pedestal leg 218, which is affixedto the floor 14. The table top 222 has a collapsible section 228 at oneend. A collapsible section 230 also is provided at the opposite side ofthe table top 222.

The collapsible sections 224, 226, 228, 230 are intended to beretractable. In one contemplated embodiment, the sections 224, 226, 228,230 may be hinged to fold upwardly, along the dotted lines, to overlaythe top surfaces of the table tops 220, 222. In another embodiment, thesections 224, 226, 228, 230 may be hinged to fold downwardly, beneaththe surfaces of the table tops 220, 222. In still another embodiment,the edges of the table tops may include pockets so that the sections224, 226, 228, 230 may slide into the interiors of the table tops 220,222.

To create the conference table 210, an insert or leaf 236 may bepositioned between the ends of the table tops 220, 222, as in the priorembodiment. Once the insert or leaf 236 is put into place, theconference table 210 becomes a continuous table extending from thestarboard side 38 to the port side 40 of the fuselage 10.

FIG. 8 illustrates a fourth contemplated embodiment of the conferencetable 212 of the present invention. In this embodiment, a first tabletop 238 is supported by a first pedestal leg 240. A second table top 242is supported by a second pedestal leg 244. A first slidable table top246 overlies the first table top 238. A second slidable table topoverlies the second table top 242. The first slidable table tops 246 maybe moved in the direction of the arrows 250. Similarly, the secondslidable table top 248 may be moved in the direction of the arrows 252.

As should be apparent from FIG. 8, the first and second slidable tabletops 246, 248 initially are positioned against the interior sides of thefuselage 10. They are then slid into the center of the fuselage 10 tomeet one another along the seam 254. Once the table tops 246, 248 meetat the seam 254, they present a continuous conference table 212 thatextends the breadth of the fuselage 10.

It is noted, for purposes of clarity, that the conference tables 104,208, 210, 212 need not extend entirely from one side of the fuselage 10to the other to practice the present invention.

Renewed reference is now made to FIG. 5. As noted above, the seats 18,62 are affixed to tracks 24 in the floor 14 in one contemplatedembodiment of the present invention. So that the seats 18, 62 may berepositioned within the transitional region within the fuselage 10, theseats 18, 62 are supported on seat frames 118. A top view of the seatframes 118 for both of the seats 18, 62 is provided in FIG. 5. A frontview of the seat frame 118 is provided in FIG. 9.

As shown in FIGS. 5 and 9, in this embodiment, the seat frame 118 issupported by the legs 22 of the seats 18, 62. Two laterally-spacedsupports 120, 122 extend in the starboard-port direction of the fuselage10 and connect the legs 22 of the seats 18, 62. The supports 120, 122slidably engage the bottoms of the seats 18, 62, thereby permitting theseats 18, 62 to slide laterally into the passageway 32.

FIG. 10 provides a front elevational view of a second contemplatedembodiment of the seat frame 256 of the present invention. Here, theseat frame 256 includes a slidable section 258 that supports the seat18. The slidable section 258 permits the seat 18 to slide from itsinitial position in the direction of the arrows 117, as shown in FIG.10.

As noted above, it is possible that the seats 16, 18, 20, 60, 62, 64 maybe adjustable within the tracks 24. If so, the seat frames 118, 256cooperate with the adjustment mechanisms associated with the tracks 14to provide additional options for adjustability.

As should be apparent, there are a great number of ways in which theseats 18, 62 may be constructed to permit the seats 18, 62 to be shiftedlaterally within the fuselage 10. The embodiment illustrated is meant tobe exemplary of those many different embodiments.

While the seats 18, 62 are described as being adjustable in theirlateral positions within the fuselage 10, the remaining seats 16, 20,60, 64 also may be adjustable. It is contemplated that the seats 16, 18,20, 60, 62, 64 may be adjustable in fore-aft directions, in port andstarboard directions, and rotationally. Among other things, adjustmentof the seats 16, 18, 20, 60, 62, 64 permits the passengers to movecloser to the conference table 104, as required or desired.

If the seats 16, 18, 20, 60, 62, 64 are movable as discussed above, itis contemplated that the seats 16, 18, 20, 60, 62, 64 will include meansto lock the seats in one or more selected position. It is anticipatedthat, once a position is selected, the passenger may wish to secure theseat 16, 18, 20, 60, 62, 64 in the selected position. Any number oflocking mechanisms may be employed, as should be understood to thoseskilled in the art.

As noted above, it is contemplated that one or more of the seats 16, 18,20, 60, 62, 64 may be rotated within their respective positions to facedirections other than the fore and aft directions of the fuselage 10.For example, the seat 16 and the seat 18 may be rotated to face oneanother across the passageway 32. Additionally, the seat 76 may berotated to face the bed 86. Still further configurations are possible,which illustrates further configurations for the transitional region 102within the second compartment 44, as well as other compartments withinthe fuselage 10.

FIG. 11 provides a top plan view of a further embodiment of the presentinvention. In this embodiment, the fuselage 10 is divided into threecompartments 124, 126, 128, as in the prior embodiment. As in the priorembodiment, the front (or fore) section 34 of the fuselage 10 is at theleft-hand side of the illustration. The rear (or aft) section 36 of thefuselage 10 is at the right-hand side of the drawing. As a result, theright-hand (or starboard) side 38 is at the top of the drawing, whilethe left-hand (or port) side 40 of the fuselage 10 is at the bottom ofthe drawing. As in the prior embodiment, this orientation may bereversed without departing from the scope of the present invention.

The center compartment 126 is intended to be the same as the compartment44, which is discussed above. The compartment 126, therefore, includessome or all of the transitional features discussed above. The frontcompartment 124 and the rear compartment 128 differ from the priorembodiments.

In the embodiment illustrated in FIG. 11, the front compartment 124 isconfigured to present two seating areas on either side of the centralpassageway 32. As a result, on the starboard side 38, there are twoseats 130, 132 that face one another. A cabinet 134 is positionedbetween the seats 130, 132. A table top-136 may be stowed in the cabinet134. On the port side 40 of the fuselage 10, two seats 138, 140 arepositioned. A cabinet 142 with a stowable table top 144 is positionedbetween the seats 138, 140.

As illustrated in FIG. 11, the table tops 136, 144 differ from the tabletops 72, 74 at least in that they do not present angled ends that areconfigured to run adjacent to a transitional region within the fuselage10. As illustrated, the table tops 136, 144 are intended to be providedat either coffee table or meeting table heights. However, the table tops136, 144 are intended to be accessible by the seats 130, 132, 138, 140immediately adjacent thereto. It is noted, therefore, that the cabinets134, 142 differ from the cabinets 68, 70, at least in so far as theystow tables 136, 144 of a different type than tables 72, 74.

With continued reference to FIG. 11, it is noted that the seats 130,132, 138, 140 may be configured to slide laterally as discussed inconnection with seats 20, 62 above. In addition, one or more of theseats 130, 132, 138, 140 may be configured to rotate and face the centerof the first compartment 124 or the passageway through the compartment124. The construction of the first compartment 124, therefore, presentsyet another reconfigurable transitional area within the fuselage 10,consistent with the parameters of the present invention.

It is contemplated that a conference table may be established in thefirst compartment 124. If so, the conference table could be configuredin any of the manners discussed above.

In FIG. 11, the third compartment 128 includes a cabinet 146 with atelevision 148 on the starboard side 38. A couch 150 is disposed on theport side 40 of the fuselage 10.

As should be apparent, the first compartment 124 does not have aseparating bulkhead. In this embodiment, a bulkhead 152 separates onlythe second compartment 126 from the third compartment 128.

FIG. 12 is a top plan view of a fuselage 10 that is divided into a firstcompartment 154, a second compartment 156, and a third compartment 158.The first compartment 154 is intended to be the same as the firstcompartment 42 described in connection with FIGS. 3-5. The thirdcompartment 158 is intended to be the same as the third compartment 46.Accordingly, the same reference numerals are used for the fixturesdepicted therein.

As is apparent from FIG. 12, the second compartment 156 differs from thesecond compartment 44.

In this embodiment, the second compartment 156 presents a configurationfor a traditional space 160. In other words, the second compartment 156is configured as would be expected by those familiar with the prior artin a configuration known to those in the art. In this traditionalconfiguration, the seats 16, 18, 20 are opposed by seats 162, 164, 166.

In this embodiment, the seat 16 sits opposite to the seat 162. A cabinet168 is disposed between the seats 16, 162. The cabinet 168 stows aretractable table top 170.

On the port side 40 of the fuselage 10, the seats 18, 20 are positionedopposite to the seats 164, 166. Here, a stowable table 172 extends fromthe port side 40 of the fuselage 10. The stowable table 172 may befolded in any fashion as permits the stowage and deployment thereof, asshould be appreciated by those skilled in the art.

It is noted that, in the embodiment illustrated in FIG. 12, thepassageway 32 does not extend diagonally through any transitional area102. Instead, the passageway 174 extends longitudinally through thesecond compartment 156. The passageway 174 extends to a doorway 176 inthe bulkhead 178.

In the embodiment illustrated in FIG. 12, the tables 170, 172 are shownwith a separation therebetween. An extensible section 173 may be addedto the table top 172, as indicated.

With respect to the table top 172, two outwardly-folding leaves 180, 182are provided. These leaves 180, 182 must be folded onto the top of thetable top 172, and the entire table lowered to provide extra room andacceptable head clearance for Taxi, Take-off and Landing, for example,to permit a passenger to get up from one of the seats 18, 20, 164, 166and transit to another section of the fuselage 10, for example.

FIG. 12 illustrates at least one deficiency in prior art seatingconfigurations that fail to include a transitional region 102, such asthat provided by the present invention. In FIG. 12, it is apparent thatthe doorway 176 provides an inadequate space for easy passage of personsfrom the first compartment 154 to the second compartment 156. As aresult, the configuration of the first compartment 154 is incompatible(at least partially) with the configuration of the traditional, secondcompartment 156. This emphasizes at least one of the limitationspresented by the prior art.

It should be apparent, therefore, that the creation of a transitionalregion, such as the transitional region 102, greatly expands thepossible interior configurations for an aircraft beyond those that arepossible using the traditional approach to aircraft interior design:

FIG. 13 is a perspective illustration of the embodiment of the interiorconfiguration that is illustrated in FIG. 11. Here, the table tops 72,74 are shown in the stowed condition. As a result, the center area 66 isin an open configuration, representing one aspect of the transitionalnature of this space.

FIG. 14 provides another perspective view of the interior configurationof FIG. 11. Here, the table tops 72, 74 are in the deployed condition,illustrating another aspect of the transitional nature of this interioraircraft space.

FIG. 15 provides a perspective view of the interior configuration ofFIG. 11. However, in this illustration the conference table 104(illustrated in FIG. 5) is shown in the deployed condition, extendingfrom the port side.40 to the starboard side 38 of the fuselage 10.Further, as illustrated in FIG. 5, the seats 18, 62 are shifted into thepassageway 32 to permit a more comfortable arrangement of the seats 16,18, 20, 60, 62, 64 around the conference table 104. This drawing,therefore, presents a further aspect of the transitional nature of theinterior space within the fuselage 10.

FIG. 16 provides a perspective illustration of the interiorconfiguration illustrated in FIG. 14. Here, the interior space is shownfrom a slightly different angle for illustrative purposes.

FIG. 17 is an enlarged view of the third compartment 46 that is shown inFIG. 3, for example. Portions of a first compartment 180 and a thirdcompartment 182 also are shown.

Here, the first compartment 180 is configured as a living space, such asthe one illustrated in FIG. 11. A portion of a couch 184 and a cabinet186 with a lamp 188 are shown for context. The third compartment 182 isa bathroom area. A sink 190 is visible in this illustration.

FIG. 18 is a perspective illustration of the third compartment 46 shownin FIG. 17. Here, the bed 86 and table 88 are presented forclarification of the prior illustrations.

FIG. 19 provides yet one further perspective illustration of the thirdcompartment 46 that is illustrated in FIG. 17. The night stand and/orstorage cabinet 100 is visible in this illustration.

With respect to the embodiments described herein it is noted that thevarious definitions of the various compartments is not meant to belimiting of the present invention. For example, in FIG. 11, the firstand second compartments 124, 126 may be considered a single compartment,simply because there is no bulkhead that separates the two seating areasfrom one another.

FIG. 20 provides a duplicate of the top plan view illustrated in FIG.11. Here, however, the compartments have been redefined. Specifically,the first and second compartments 124, 126 in FIG. 11 have been combinedto define a single compartment 194. The remaining compartment 128remains the same as illustrated in FIG. 11.

Additionally, FIG. 20, like FIG. 11, shows the configuration of apassageway 196 that meanders from the fore section 34 of the fuselage 10to the aft section 36. As illustrated, the passageway 196 extends alongthe first longitudinal axis 198 of the fuselage 10, makes a firsttransition 200 at a point adjacent to the seats 60, 62, 64, makes asecond transition 202 in the transitional space 102, and then proceedsto the aft section 36 of the fuselage along the second longitudinal axis198. As is apparent, the passageway (which may be referred alternativelyto as a walkway or aisle by lay persons) has a first section 204 at thefore section 34 of the fuselage and a second portion 206 at the aftsection 36 of the fuselage 10. The first and second portions 204, 206 ofthe passageway 196 are offset laterally from one another. In thisembodiment, two transitional regions 200, 202 connect the first andsecond sections 204, 206 of the passageway to one another.

With respect to FIG. 3, it is noted that there is a single transition,in the transitional region 102, that connects the first and secondsections of the passageway 32 to one another.

As noted above, a change in the position of the passageway 32 or thepassageway 196 is one aspect of the transitional space 102 of thepresent invention, among others. With respect to FIG. 20, thetransitional space encompasses the compartment 194 and presents at leasttwo transitional regions. As should be apparent to those skilled in theart, a larger number of transitional spaces maybe incorporated into thefuselage 10, as required or desired.

As noted above, the transitional region 102 extends perpendicularly tothe longitudinal axis 198 of the fuselage 10. In the embodimentspresented, the transitional region extends between the sides of thefuselage 10. It should be apparent, however, that this is not requiredto practice the present invention. It is contemplated for a largeaircraft that a transitional space might extend only a portion of thedistance from one side of the aircraft to the other. It is noted thatthe transitional space extends laterally across the passageway 32 or thepassageway 196. In other words, the transitional space 102 is notdisposed at only one side of the passageway 32 or passageway 196.

In connection with the present invention, it is noted that thetransitional region 102 provides a visual separation between twosections of the aircraft. This stands in contrast to the prior art whereall sections of the aircraft are visible from a single passageway thatextends along a single longitudinal axis within the fuselage 10. Thisvisual separation defines at least one further aspect associated withthe transitional region 102 of the present invention.

Additionally, as should be apparent to those skilled in the art, thearrangement of the seats 16, 18, 20, 60, 62, 64 helps to define thetransitional passageway 102, 202 within the fuselage 10. As discussedabove, the transitional passageway 102, 202 connects the longitudinallypassageway 32 that is displaced along the first and second longitudinalaxes 33, 35. Again, this departure from the prior art presents designpossibilities that were not possible when following the traditionalapproach with a single passageway extending along a single longitudinalaxis. Therefore, the seating arrangement presents yet another aspect ofthe transitional region 102 within the fuselage 10.

So as not to preclude application of the present invention to aircraftwith larger fuselages, the present invention contemplates that a largernumber of seats may be disposed around a transitional region, such asthe region 102.

FIG. 21 provides a top plan view of another contemplated configurationfor an aircraft fuselage 260 according to the present invention. In FIG.21, a transitional region 262 is illustrated that contains ten seats264, 266, 268, 270, 272, 274, 276, 278, 280, 282. The seats 264-282 arecontemplated to have the same construction as the seats 16, 18, 20, 60,62, 64 discussed above. One or more of the seats are adjustablelaterally, as discussed above. While not illustrated, a conference tablemay be deployed or positioned within the transitional region 262 in thesame manner(s) as discussed above.

It is noted that the passageway 284 includes a transitional passagewayportion 286 that connects the longitudinally-oriented portions at eitherend of the transitional region 262. As before, the passageway 284transitions from a location along a first longitudinal axis 288 to asecond longitudinal axis 290.

With respect to the embodiment illustrated in FIG. 21, it iscontemplated that the seats 264-282 are arranged such that the seats inthe first bank 292 face the seats in the second bank 294. With referenceto the first bank of seats 292, there are fewer seats on one side of thepassageway 284 than on the other side of the passageway 284. In otherwords, one aspect of the transitional region 262 of the presentinvention is to provide unequal seating on opposite sides of thepassageway 284. As illustrated in FIG. 21, the first bank of seats 292includes a first subset 296 of two seats disposed on a first side of thefuselage 260. The first bank of seats 292 also includes a second subset298 of three seats disposed on a second side of the passageway 284. Thesecond bank of seats 294 presents a complimentary configuration, asshown.

For purposes of FIG. 21, the number of seats in the first subset 296 issmaller than the number of seats in the second subset 298. As should beapparent from the foregoing, one aspect of the present invention is toprovide subsets 296, 298 of seats that are unequal in number, with onesubset 296 including a fewer number of seats than the other subset 298.

In still larger aircraft, a larger number of seats may be disposedwithin the transitional region within the fuselage. So that atransitional region may be established, it is contemplated that a largernumber of seats will be positioned on one side of the passageway thanthe other. In other words, the subsets of seats will contain unequalnumbers of seats consistent with the discussion presented herein.

Within the present specification, there may be explicit or implicitreferences to aspects of safety. It is noted that any comments orimplications with respect to safety are merely for purposes of thepresent discussion. As should be apparent to those skilled in the art,any furniture and/or components that are incorporated into the interiorspace of an aircraft are subjected to various regulations worldwide. Asa result, any suggestion, whether explicit or otherwise, should not betaken as an indication that any component of an aircraft, whethercurrently produced or not, is more or less safe than any othercomponent.

As indicated above, the present invention is not intended to be limitedsolely to the embodiments described and/or illustrated herein. To thecontrary, there are numerous variations and equivalents that should beapparent to those skilled in the art based upon the embodiment describedand/or illustrated herein. Those variations and equivalents are intendedto be encompassed by the present invention.

What is claimed is:
 1. An interior configuration for an aircraft,comprising: a first passageway extending along a longitudinal axis of afuselage of the aircraft; a second passageway extending along thelongitudinal axis; and a transitional region disposed between the firstpassageway and the second passageway; wherein the transitional regionextends perpendicularly to the longitudinal axis, between first andsecond sides of the fuselage, the first and second sides being disposedon opposite sides of the longitudinal axis, and wherein the transitionalregion is configurable from at least a first configuration to at least asecond configuration.
 2. The interior configuration of claim 1, wherein:the first passageway and the second passageway are offset from oneanother in a lateral direction, perpendicular to the longitudinal axis,and the transitional region defines at least a third passageway,disposed at an angle to the longitudinal axis, connecting the firstpassageway to the second passageway.
 3. The interior configuration ofclaim 1, wherein the transitional region comprises: at least one stowagearea disposed adjacent to at least one of the first and second sides ofthe fuselage; a stowable table disposed within the at least one stowagearea, wherein the stowable table may be deployed to extendperpendicularly to the longitudinal axis into the transitional space toestablish a conference table.
 4. The interior configuration of claim 2,wherein the transitional region comprises: a first stowage area disposedadjacent to the first side of the fuselage; a second stowage areadisposed adjacent to the second side of the fuselage; a first tablestowable in the first stowage area; and a second table stowable in thesecond stowage area; wherein deployment of the first table establishes afirst conference table in the transitional space, and wherein deploymentof the second table establishes a second conference table in thetransitional space.
 5. The interior configuration of claim 4, whereinthe first table and the second table present angled ends that extendalong the third passageway.
 6. The interior configuration of claim 2,wherein the transitional region comprises: a first stowage area disposedadjacent to the first side of the fuselage; a second stowage areadisposed adjacent to the second side of the fuselage; a first tablestowable in the first stowable area; and a second table stowable in thesecond stowable area; wherein deployment of the first table establishesa first conference table in the transitional space, wherein deploymentof the second table establishes a second conference table in thetransitional space, and wherein the first table and the second tablesmeet to form a continuous conference table extending from the first sideto the second side of the fuselage, thereby obstructing the thirdpassageway.
 7. The interior configuration or claim 1, wherein thetransitional region comprises: a first group of three seats disposedperpendicularly to the longitudinal axis at a fore side of thetransitional space; and a second group of three seats disposedperpendicularly to the longitudinal axis at an aft side of thetransitional space, wherein the first group of seats and the secondgroup of seats face one another.
 8. The interior configuration of claim7, wherein: two of the three seats in the first group of seats aredisposed next to one another adjacent to the first side of the fuselageand are separated by the first passageway from a third of the threeseats; and two of the three seats in the second group of seats aredisposed next to one another adjacent to the second side of the fuselageand are separated by the second passageway from a third of the threeseats.
 9. The interior configuration of claim 8, wherein at least acenter seat of the first and second groups of seats comprises a seatframe permitting the center seats to be shifted into the first andsecond passageways.
 10. The interior configuration of claim 8, whereinthe two of the three seats in the first and second groups of seats aredisposed together on a seat frame permitting at least a center seat ofthe three seats to be shifted into the first and second passageways. 11.The interior configuration of claim 1, wherein the transitional regioncomprises: a first group of seats disposed perpendicularly to thelongitudinal axis at a fore side of the transitional space; and a secondgroup of seats disposed perpendicularly to the longitudinal axis at anaft side of the transitional space, wherein the first group of seats andthe second group of seats face one another.
 12. The interiorconfiguration of claim 11, wherein: the first group of seats includes afirst subset of A seats and a second subset of B seats, with A beingless than B, the second group of seats includes a first subset of Cseats and a second subset of D seats, with C being less than D, thefirst subset of A seats are disposed adjacent to the first side of thefuselage and are separated by the first passageway from the secondsubset of B seats, and the first subset of C seats are disposed adjacentto the second side of the fuselage and are separated by the secondpassageway from the second subset of D seats.
 13. The interiorconfiguration of claim 12, wherein at least one seat adjacent to thefirst and second passageways comprises a seat frame permitting the atleast one seat to be shifted into the first and second passageways. 14.The interior configuration of claim 12, wherein any of the subsets ofseats are disposed together on a seat frame permitting at least one seatto be shifted into the first and second passageways.
 15. An interiorconfiguration for an aircraft, comprising: a bed positioned adjacent toone side of a fuselage on a floor of a cabin within the aircraft; and amovable table positioned in relation to the bed so that the movabletable may be positioned over at least a portion of the bed.
 16. Theinterior configuration of claim 15, wherein the movable table isslidably disposed within the aircraft cabin to extend over the bed. 17.The interior configuration of claim 15, further comprising: a ledgedisposed between the bed and the one side of the fuselage of theaircraft, wherein the movable table is supported, at a first end, by theledge.
 18. The interior configuration of claim 17, wherein the movabletable is supported at a second end by the floor.
 19. The interiorconfiguration of claim 18, wherein the movable table is L-shaped. 20.The aircraft interior of claim 15, further comprising: at least onecabinet positioned adjacent to one side of the bed; and wherein themovable table may slide to extend over the cabinet and, thereby, notextend over any portion of the bed.